US20140360292A1 - Reciprocating piston mechanism - Google Patents
Reciprocating piston mechanism Download PDFInfo
- Publication number
- US20140360292A1 US20140360292A1 US14/373,470 US201314373470A US2014360292A1 US 20140360292 A1 US20140360292 A1 US 20140360292A1 US 201314373470 A US201314373470 A US 201314373470A US 2014360292 A1 US2014360292 A1 US 2014360292A1
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- US
- United States
- Prior art keywords
- gear
- crank member
- auxiliary
- reciprocating piston
- crankshaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
- F16H37/124—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types for interconverting rotary motion and reciprocating motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H21/00—Gearings comprising primarily only links or levers, with or without slides
- F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
- F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
- F16H21/18—Crank gearings; Eccentric gearings
- F16H21/22—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/04—Engines with prolonged expansion in main cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/18—Mechanical movements
- Y10T74/18056—Rotary to or from reciprocating or oscillating
- Y10T74/18208—Crank, pitman, and slide
Definitions
- aspects of the present invention relate to a reciprocating piston mechanism.
- a reciprocating piston mechanism is described in an earlier application PCT/EP2009/059040 of the applicant.
- the present invention aims to provide a further improved reciprocating piston mechanism.
- a reciprocating piston mechanism includes a crankcase and a crankshaft having at least a crankpin.
- the crankshaft is supported by the crankcase and rotatable with respect thereto about a crankshaft axis.
- At least a connecting rod includes a big end and a small end.
- a piston is rotatably connected to the small end.
- a crank member is rotatably mounted on the crankpin.
- At least a bearing portion has an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end.
- the crank member is provided with a crank member gear, which being an external gear that meshes with at least an intermediate gear, being an external gear.
- the intermediate gear also meshes with an auxiliary gear, which is an external gear.
- the auxiliary gear is fixed to an auxiliary shaft that extends concentrically through the crankshaft.
- the crankshaft and the auxiliary shaft are rotatable with respect to
- the bearing portion is eccentrically disposed with respect to the crankpin. This provides the opportunity to influence the bottom and top dead center of the piston. Particularly, in case the mechanism is applied in an internal combustion engine it is advantageous to be able to adjust the compression ratio in terms of efficiency.
- the gear ratio between the crank member gear and the auxiliary gear may be two.
- the crank member rotates in the same direction as the crankshaft and at half speed thereof if the auxiliary gear has a fixed angular position with respect to the crankcase.
- the bearing portion is eccentrically disposed with respect to the crankpin, this provides the opportunity to change the compression ratio upon adjusting the angular position of the auxiliary gear.
- the mechanism may be provided with a drive mechanism for turning the auxiliary gear with respect to the crankcase about the crankshaft axis.
- the drive mechanism may comprise a stop block, which is configured to fix the auxiliary shaft at different angular positions with respect to the crankcase.
- the stop block may comprise a control ring which is fixed to the auxiliary shaft and is provided with a plurality of recesses, and an actuator including a controlled displaceable pin that fits in each of the respective recesses.
- the drive mechanism is provided with a spring that is fixed to the auxiliary shaft and the crankcase. If the mechanism is applied in an internal combustion engine the actual combustion forces caused by the combustion stroke may force the auxiliary shaft to turn in an angular direction against the spring force, when the pin is retracted from the corresponding recess. At a desired angular position of the auxiliary shaft the pin can be moved back to the control ring such that the pin fits in another recess.
- the control ring may be rotated in an opposite direction by selecting an engine load at which the spring force is higher than the actual rotational force of the auxiliary shaft on the spring.
- the drive mechanism is provided with a spring that is fixed to the auxiliary shaft and the crankcase without a locking member for fixing the angular position of the auxiliary shaft.
- the angular position of the auxiliary shaft is automatically balanced on the basis of the actual force of the auxiliary shaft onto the spring and the actual spring force onto the auxiliary shaft.
- the stop block may comprise a control ring which is fixed to the auxiliary shaft in rotational direction thereof, and an electromagnet may be present for fixing the control ring to the crank case, wherein the mechanism is preferably provided with a spring that is fixed to the auxiliary shaft and the crankcase.
- the mechanism is preferably provided with a spring that is fixed to the auxiliary shaft and the crankcase.
- the control ring including the auxiliary shaft is locked to the crankcase. If the engine is operated at a lower engine load, in which a higher compression ratio is desired, the electromagnet is switched-off and the control ring will be turned in the opposite direction since the actual rotational force of the auxiliary shaft on the spring at the corresponding relatively low engine load is smaller than the spring force. The control ring can then be locked in its new position by means of switching-on the electromagnet.
- the drive mechanism may comprise a drivable worm meshing with a worm gear which is fixed to the auxiliary shaft. This provides the opportunity to vary the angular position of the auxiliary gear in a continuous manner.
- this embodiment of the mechanism may be provided with a pressure sensor at the worm which is an indication of the combustion pressure. It is noted that, the worm in combination with a pressure sensor is not necessarily related to a mechanism as described hereinbefore; it may also be applied in other reciprocating piston mechanisms in which, for example, the angular position of a central gear is driven by a worm to configure the compression ratio, for example in the mechanism as described in PCT/EP2009/059040.
- a reciprocating piston mechanism includes a crankcase and a crankshaft having at least a crankpin.
- the crankshaft is supported by the crankcase and rotatable with respect thereto about a crankshaft axis.
- At least a connecting rod includes a big end and a small end.
- a piston is rotatably connected to the small end.
- a crank member is rotatably mounted on the crankpin.
- At least a bearing portion has an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end.
- Thee crank member is driveably coupled to an auxiliary wheel which is fixed to an auxiliary shaft that extends concentrically through the crankshaft.
- crankshaft and the auxiliary shaft are rotatable with respect to each other.
- the auxiliary wheel is disposed at the same side of an adjacent crank arm as the crank member.
- the mechanism is configured such that under operating conditions the crank member rotates in the same direction as the crankshaft and at half speed thereof, whereas the auxiliary shaft has a substantially fixed angular position with respect to the crankcase.
- the mechanism provides the opportunity to vary the top dead center of the piston by means of adjusting the angular position of the auxiliary shaft with respect to the crankcase.
- crank member and the auxiliary wheel are driveably coupled to each other by a transmission, formed by gears, chains, belts or the like. It is noted that the speed of rotation of the crank member and the crankshaft is defined in respect to the crankcase.
- crank member gear meshes with at least a further intermediate gear which also meshes with the auxiliary gear, since this distributes forces within the mechanism.
- the internal diameter of the crank member can be enlarged at an end portion thereof. This means that the internal diameter at the end portion is larger than at its central cylindrical portion where it contacts a cylindrical portion of the crankpin during rotation of the crankshaft. This provides the opportunity to enlarge the diameter of the crankshaft adjacent to a cylindrical portion of the crankpin. In such a case the crank member gear may partly protrude beyond the cylindrical portion of the crankpin in longitudinal direction thereof. This is advantageous in terms of rigidity of the crankshaft and building in a compact manner as seen along the crankshaft axis.
- the protruding end portion of the crank member is also advantageous if the crankpin is mounted to an adjacent crank arm by means of a press fit, because it provides the opportunity to create a relatively long press fit connection between the crankpin and the crank arm as seen in axial direction of the crankpin.
- the length of the press fit in axial direction of the crankpin may be larger than 30% of the diameter of the crankpin, and is preferably larger than 40% thereof.
- the crank member may comprise a second crank member gear for driving at least a further crank member including a further crank member gear, which further crank member is rotatable mounted to a further crankpin, wherein the crank member gear and the second crank member gear are located at opposite end portions of the crank member, wherein the second crank member gear meshes with a further auxiliary gear which is fixed to a shaft that extends through an adjacent crank arm and on which shaft another auxiliary gear is fixed which meshes with the further crank member gear, wherein the diameter of the crankpin at the crank member gear is smaller than the diameter of the further crankpin at the further crank member gear.
- This provides the opportunity to apply a crank member gear that has a relatively small diameter.
- the diameter of the crankpin is smaller than the diameter of the further crankpin.
- the big end of the cooperating connecting rod may also be smaller than that of the connecting rod which cooperates with the further crankpin.
- the diameter of the crank member gear may be smaller than the diameter of the second crank member gear and/or the width of the crank member gear may be smaller than the width of the second crank member gear.
- FIG. 1 is a perspective view of an embodiment of a reciprocating piston mechanism.
- FIGS. 2 and 3 are perspective views of a part of the embodiment of FIG. 1 on a larger scale and seen from different sides.
- FIGS. 4 and 5 are similar to FIGS. 2 and 3 , but illustrating the part including the crankshaft.
- FIG. 6 is a perspective view of a part of an alternative embodiment of the part as shown in FIGS. 2 and 3 .
- FIG. 7 is a perspective view of a part of an internal combustion engine which is provided with an embodiment of the mechanism according to the invention.
- FIG. 8 is a comparable view as FIG. 7 , but showing an alternative embodiment as seen from a different side.
- FIG. 9 is a side view of the embodiment as shown in FIGS. 4 and 5 .
- FIG. 10 is a side view of the embodiment as shown in FIG. 7 .
- FIG. 11 is a similar view as FIG. 1 , but showing an alternative embodiment.
- FIG. 12 is a perspective view of a part of the embodiment of FIG. 11 on a larger scale.
- FIG. 13 is a perspective view of a multi-cylinder internal combustion engine which is provided with an embodiment of a reciprocating piston mechanism according to the invention.
- FIG. 14 is a similar view as FIG. 13 , but without showing the crankshaft.
- FIG. 15 is a side view of the embodiment as shown in FIG. 14 .
- FIG. 16 is a perspective view of a part of the embodiment as shown in FIG. 13 .
- FIGS. 17-20 are similar views as FIG. 4 in which a bracket is eliminated to illustrate positions of different parts under operating conditions.
- FIG. 21 is a perspective view of an alternative embodiment of a crank member, which is suitable for a reciprocating piston mechanism in V arrangement.
- FIG. 22 is a perspective view of an alternative embodiment of an actuator.
- FIG. 23 is a perspective view of a three-cylinder internal combustion engine which is provided with an alternative embodiment of a reciprocating piston mechanism according to the invention.
- FIG. 24 is an enlarged view of a part of the embodiment as shown in FIG. 23 .
- FIG. 25 is a side view and a partial sectional view of a part of an alternative embodiment as shown in FIG. 15 on a larger scale.
- FIG. 26 is a similar view as FIG. 25 , but illustrating the press fit connection between the crankpin and the cooperating crank arm.
- FIG. 1 shows a part of an embodiment of a reciprocating piston mechanism 1 , which is suitable for an internal combustion engine.
- the reciprocating piston mechanism 1 comprises a crankcase 15 , which supports a crankshaft 2 by crankshaft bearings 3 , see FIGS. 4 and 5 .
- the crankshaft 2 includes a crankpin 4 and is rotatable with respect to the crankcase 15 about a crankshaft axis 5 .
- the reciprocating piston mechanism 1 comprises a crank member 6 which is rotatably mounted on the crankpin 4 .
- the crank member 6 is provided with a bearing portion 7 which is disposed eccentrically with respect to the crankpin 4 , see FIG. 2 .
- the bearing portion 7 has an outer circumferential wall which bears a big end 8 of a connecting rod 9 .
- the connecting rod 9 is rotatably mounted on the crank member 6 via its big end 8 .
- the connecting rod 9 also includes a small end 10 to which a piston 11 is rotatably connected.
- FIGS. 2 and 3 show a part of the embodiment of FIG. 1 as seen from different sides.
- the crankshaft 2 and connecting rod 9 are not shown for clarity reasons.
- FIGS. 4 and 5 show the same part, but including the crankshaft 2 .
- the crank member 6 is provided with a crank member gear 12 which meshes with two intermediate gears 13 .
- the crank member 6 and the crank member gear 12 may be made of one piece, but the crank member gear 12 may be pressed onto a cylindrical base part of the crank member 6 , as well.
- the intermediate gears 13 are rotatably mounted to the crankshaft 2 and their axes of rotation extend parallel to the crankshaft axis 5 .
- Each of the intermediate gears 13 also meshes with an auxiliary gear 14 .
- the auxiliary gear 14 is fixed to an auxiliary shaft 16 .
- the auxiliary shaft 16 extends concentrically through the crankshaft 2 and is rotatable with respect to the crankshaft 2 about the crankshaft axis 5 .
- the auxiliary shaft 16 is rotatable about an auxiliary shaft axis which substantially coincides with the crankshaft axis 5 .
- the center line of the auxiliary gear 14 coincides with the crankshaft axis 5 .
- FIGS. 1 , 4 and 5 show that the auxiliary gear 14 , the intermediate gears 13 and the crank member gear 12 are mounted at the same side of a crank arm 17 of the crankshaft 2 . This can also be seen in the side view of FIG. 9 .
- the crank arm 17 and the adjacent crankshaft bearing 3 are integrated such that the auxiliary shaft 16 extends through both. Thus, the auxiliary shaft 16 extends within an outer circumference of the crankshaft bearing 3 .
- the intermediate gears 13 are disposed at a side of the crankshaft 2 where a counterweight is located which creates a compact structure.
- crank member gear 12 the intermediate gears 13 and the auxiliary gears 14 may be external gears. Due to this configuration the reciprocating piston mechanism 1 can be built in a compact way and is simpler than those known in the art.
- the gear dimensions can be selected such that under operating conditions the crank member 6 rotates in the same direction as the crankshaft 2 and at half speed thereof.
- the direction of rotation is defined with respect to the crankcase.
- the directions and speeds of rotation are achieved when the gear ratio between the crank member gear 12 and the auxiliary gear 14 is two and the auxiliary shaft 16 is held at a constant angular position with respect to the crankcase 15 .
- the intermediate gears 13 and the auxiliary gear 14 are located at the same side of the crank arm 17 since in practice the diameter of the auxiliary gear 14 is relatively small, which would lead to a small diameter of the crankshaft 2 at the location of the auxiliary gear 14 if this was mounted rotatably on the crankshaft 2 at the opposite side of the crank arm 17 .
- a function of the intermediate gears 13 is to turn the auxiliary gear 14 in the correct direction of rotation in case of applying a gear transmission between the crank member 6 and the auxiliary shaft 16 .
- the number of teeth of the intermediate gears 13 is not relevant for the transmission ratio between the crank member gear 12 and the auxiliary gear 14 .
- FIGS. 17-20 show four different positions of the crankshaft 2 with respect to the crankcase 15 .
- the crank member 6 and the auxiliary gear 14 are provided with marks A, B, see FIG. 17 .
- the direction of rotation of the crankshaft 2 and the crank member 6 with respect to the crankcase 15 are shown by respective arrows.
- FIG. 17 shows the position of top dead center. In the position as shown in FIG. 18 the crankshaft 2 has rotated anti clockwise by 180° with respect to the crankcase.
- the auxiliary gear 14 has maintained its angular position whereas the crank member gear 12 has also rotated anti clockwise with respect to the crankcase 15 , but by an angle of 90°.
- FIGS. 19 and 20 show further steps of rotation of the crankshaft 2 by steps of 180°.
- FIGS. 17-20 show that two full rotations of the crankshaft 2 corresponds to one full rotation of the crank member 6 , as defined with respect to the crankcase 2 .
- the reciprocating piston mechanism 1 as shown in FIGS. 1-5 provides the opportunity to adjust the top dead center of the piston 11 , hence its compression ratio, by changing the angular position of the auxiliary shaft 16 with respect to the crankcase 15 .
- the mechanism 1 is provided with a torsion spring 18 which is fixed to the auxiliary shaft 16 , on the one hand, and to the crankcase 15 , on the other hand.
- a control ring 19 is attached to the auxiliary shaft 16 , for example by means of pressing, and provided with recesses 20 which are located at mutual angular distances about the crankshaft axis 5 .
- the mechanism 1 also comprises an actuator 21 which controls a pin (not shown) that fits in each of the recesses 20 . Under stable running conditions the pin holds the control ring 19 at a fixed position with respect to the crankcase 15 and the mechanism 1 runs at a fixed compression ratio.
- auxiliary shaft 16 is not lockable to the crankcase 15 .
- the auxiliary shaft 16 may vibrate in rotational direction due to the presence of the torsion spring 18 , which vibration is initiated by varying combustion forces in case of an internal combustion.
- the average angular position of the auxiliary shaft 16 is then determined by a natural balance between the actual load of the auxiliary shaft 16 on the torsion spring 18 and the actual spring force of the torsion spring 18 on the auxiliary shaft 16 .
- the action and reaction force between the auxiliary shaft 16 and the torsion spring 18 i.e. the natural balance, lies at a higher level.
- the embodiment as shown in FIG. 3 works as follows. If a different compression ratio is desired the pin is retracted out of the corresponding recess 20 by the actuator 21 at a predetermined engine load. For example, if a lower compression ratio is desired, i.e. switching to a higher engine load, the actual relatively high rotational force of the auxiliary shaft 16 on the torsion spring 18 exceeds the spring force of the torsion spring 18 , causing the auxiliary shaft 16 including the control ring 19 to turn in the direction of the resultant force. If the pin is displaced back towards the control ring 19 the pin fits into another recess 20 .
- control ring 19 should be turned in the opposite direction in order to obtain a higher compression ratio, i.e. switching to a lower engine load, the actual rotational force of the auxiliary shaft 16 on the spring 18 at the corresponding relatively low engine load is smaller than the spring force of the torsion spring 18 , hence turning the control ring 19 to the opposite direction.
- the control ring 19 can then be fixed with respect to the crankcase 15 by means of inserting the pin into the corresponding recess 20 .
- the actuator 21 may be controlled electrically, hydraulically or the like.
- the circumferential surface of the control ring 19 may be part of a bearing in order to support the control ring 19 by the crankcase 15 .
- the crankcase 15 may bear the control ring 19 by means of a ball bearing 19 a, see FIG. 10 , but alternative bearings are conceivable.
- the angular position of the auxiliary shaft 16 is monitored by a sensor 22 , which may be a simple potentiometer.
- the sensor is mounted to the crankcase 15 .
- the signal from the sensor 22 is an indication of the actual compression ratio.
- FIG. 22 shows an alternative embodiment of an actuator 38 for locking the control ring 19 at a fixed position with respect to the crankcase 15 such that the mechanism 1 runs at a fixed compression ratio.
- the control ring 19 is fixed to the auxiliary shaft 16 in rotational direction thereof.
- the torsion spring 18 is fixed to the auxiliary shaft 16 at location P as indicated in FIG. 22 and to the crankcase 15 close to the sensor 22 .
- the actuator 38 comprises an electromagnet 39 which is attached to the crankcase 15 and covered by a magnet cover 40 . Upon turning-on the electrical current through the electromagnet 39 the control ring 19 is pulled against the magnet cover 40 such that the control ring 19 including the auxiliary shaft 16 is hold at a fixed position with respect to the crankcase 15 .
- the cooperating contact surfaces of the magnet cover 40 and the control ring 19 may be provided with friction matter.
- the axial distance between the cooperating contact surfaces in case the electromagnet is not activated is very small, for example smaller than 0.2 mm such that the axial displacement of the control ring 19 with respect to the auxiliary shaft 16 , or of the control ring 19 including the auxiliary shaft 16 with respect to the crankcase 15 is very small. It is noted that switching between high and low-load and high and low compression ratios by means of the torsion spring 18 can be performed in a similar way as explained hereinbefore in relation to the embodiment according to FIGS. 1-5 .
- crank member gear 12 and the auxiliary gear 14 are located next to each other within the same plane.
- Most piston mechanisms have piston strokes, which may not allow the configuration as shown in FIGS. 1-5 .
- the intermediate gears 13 may be lengthened such that they extend beyond the crank member gear 12 in at least one direction thereof, whereas the auxiliary gear 14 meshes with the intermediate gears 13 at the extended portions thereof such that the auxiliary gear 14 partly overlaps the crank member gear 12 .
- FIG. 6 where the auxiliary gear 14 is located in front of the crank member gear 12 .
- the sum of the outer diameters of the crank member gear 12 and the auxiliary gear 14 is larger than a piston stroke, whereas the gears 12 - 14 are located at the same side of the crank arm 17 .
- FIG. 6 shows that the crank member 6 comprises a second crank member gear 12 ′ for driving further crank members in case of a multi-cylinder reciprocating piston mechanism.
- the crank member gear 12 and the second crank member gear 12 ′ are located at opposite end portions of the crank member 6 .
- the big end 8 of the connecting rod 9 is disposed between the crank member gear 12 and the second crank member gear 12 ′.
- FIGS. 13-16 show an embodiment of a multi-cylinder internal combustion engines in which the second crank member gear 12 ′ drives crank member gears that are provided at other crank pins.
- the second crank member gear 12 ′ meshes with a further auxiliary gear 34 which is fixed to a shaft 35 that extends through an adjacent crank arm 17 ′ and/or crank arms and/or main bearings, and on which shaft 35 another auxiliary gear 36 is fixed which drives a further crank member gear 37 of an adjacent crank pin.
- FIGS. 6 and 13 - 16 show that the width of the crank member gear 12 is smaller than that of the second crank member gear 12 ′. This is possible since the crank member gear 12 meshes with two intermediate gears 13 , whereas the second crank member gear 12 ′ meshes with only one further auxiliary gear 34 .
- the diameter of the crank member gear 12 that meshes with the intermediate gears 13 may be different from the diameter of the second crank member gear 12 ′ and the further crank member gears 37 . This may be desired for packaging reasons at the crank arm 17 . In such a case a relatively small crank member gear 12 may be pressed onto the cylindrical base part of the crank member 6 . In respect of the second crank member gear 12 ′ and the further crank member gears 37 and the other auxiliary gears 36 it is relevant that identical transmission ratios are applied.
- FIGS. 7 and 8 show a drive means of the auxiliary gear 14 for adjusting the compression ratio of the mechanism 1 in a continuous manner instead of by mechanism of discrete steps as described in relation to the embodiment that is shown in FIGS. 3 and 5 .
- the alternative drive means comprises an actuator 23 in the form of an electric motor, which is able to drive the auxiliary gear 14 via a worm 24 and worm gear 25 which is fixed to the auxiliary shaft 16 , but other alternative drive mechanism are conceivable.
- the worm 24 Upon rotation of the worm 24 the top and bottom dead center of the piston 11 can be influenced.
- the torsion spring 18 could be omitted.
- the torsion spring 18 may be appropriate in order to balance the actual force of the worm gear 25 onto the worm 24 , hence requiring relatively limited power to drive the worm 24 .
- the actual force of the worm gear 25 onto the worm 24 may be caused by combustion forces in case of an internal combustion engine.
- An advantage of applying a drive mechanism including the worm 24 is that it provides the opportunity to determine the actual rotational force of the auxiliary shaft 16 on the worm 24 .
- this force is directly related to combustion pressure on the piston 11 .
- the force may be measured by a force or pressure sensor at the worm 24 , for example a piezo electric element or the like.
- the sensor may be incorporated in the bearings of the worm 24 .
- the signal may be used for misfire detection, for example.
- auxiliary shaft 16 provides the opportunity to measure combustion forces in alternative manners, for example by means of measuring torque of the auxiliary shaft 16 .
- FIGS. 7 and 8 also show transfer members for driving auxiliary parts in case of an internal combustion engine. Both embodiments in FIGS. 7 and 8 have a power take-off gear 26 which is attached to the crankshaft 2 .
- the power take-off gear 26 meshes with a first drive gear 27 , for example for driving an oil pump, and a second drive gear 28 , for example for driving a camshaft.
- the embodiment of FIG. 7 shows that the second drive gear 28 is mounted on a common axis with a sprocket wheel 29 for driving a chain.
- the embodiment of FIG. 8 shows that the second drive gear 28 is mounted on a common axis with a pulley 30 for driving a belt.
- the pulley 30 or sprocket wheel 29 may be replaced by a wheel for driving a toothed belt. Since the pulley 30 and the sprocket 29 are located on a shaft that extends parallel to the crankshaft 2 the mechanism 1 can be built compact in the longitudinal direction of the crankshaft 2 , despite the presence of parts of the drive means for turning the auxiliary gear 14 at the end of the crankshaft 2 .
- Such a structure is also shown in the embodiment of the mechanism 1 of a three-cylinder internal combustion engine as depicted in FIG. 23 .
- the power take-off gear 26 meshes with the first drive gear 27 that is now mounted to a balance shaft 41 , together with the pulley 30 . It is noted that this structure is applicable to engines that have a different number of cylinders.
- the diameter of the crank member gear 12 is smaller than that of the second crank member gear 12 ′ and the further crank member gears 37 . This provides the opportunity to arrange the gears 12 - 14 within a common plane, which is shown in FIG. 24 .
- the width of the crank member gear 12 is greater than that of the second crank member gear 12 ′ and the further crank member gears 37 .
- the diameter of a portion of the crankpin 4 at the crank member gear 12 is smaller than at a portion of the crankpin 4 at the second crank member gear 12 ′ and the diameter of the crankpin 4 at the further crank member gears 37 .
- crankpin 4 at both the crank member gear 12 and the second crank member gear 12 ′ is the same but smaller than that of the crankpin 4 at the further crank member gears 37 . If the diameter of the bearing portion 7 of the crank member 6 is also relatively small the big end of its cooperating connecting rod may also be smaller than that of the other connecting rods.
- connection between the crankpin 4 and the crank arm 17 can be relatively less strong, which might cause a problem since the connection is intended to be a press fit. However, in practice this is not a problem for the following reasons.
- the crankshaft 2 as shown in FIG. 23 is made by three press fits; two of them can be seen in FIG. 23 and are indicated by X and Y, respectively, where the respective crank pins 4 are pressed into respective holes of the corresponding crank arms 17 .
- the portion of the crankshaft 2 between the press fits X and Y can be made of one piece.
- FIG. 23 shows that the diameter of the crankpin 4 at the press fit X has a smaller diameter than the crankpin 4 at the press fit Y.
- the force that is guided through the crankshaft 2 at the press fit X is smaller than at the press fit Y since a load take-off, or flywheel, of the internal combustion engine is located at the end of the crankshaft 2 opposite to the pulley 30 .
- the press fit X guides the force to the balance shaft 41 and to the pulley 30 , optionally including auxiliary devices. Therefore, it is allowable that the crankpin 4 at the crank member 6 has a smaller diameter than the other crankpins 4 .
- FIG. 9 shows a side view of the embodiment as shown in FIGS. 4 and 5 . It can be seen that the gears 12 - 14 are partly located in a recess of the crank arm 17 . This provides the opportunity to minimize the length of the mechanism 1 as seen along the crankshaft 2 .
- FIG. 10 shows a side view of the embodiment as shown in FIG. 7 . It can be seen that in this embodiment the gears 12 - 14 are not located within a common plane as explained in relation to the embodiments of FIGS. 6 and 24 .
- the auxiliary gear 14 partly overlaps the crank member gear 12 as seen in a direction along their center lines.
- the intermediate gears 13 are rotatably mounted to the crank arm 17 of the crankshaft 2 .
- the intermediate gears 13 are rotatable to respective intermediate shafts 13 a via plain bearings, needle bearings or the like (not shown), which intermediate shafts 13 a are pressed in a bracket 31 .
- the intermediate shafts 13 a fit in respective holes in the crank arm 17 and are fixed to the crankshaft 2 .
- the intermediate gears 13 are mounted onto the intermediate shafts 13 a, after which the bracket 31 is pressed onto the intermediate shafts 13 a and fixed to the crank arm 17 through a bolt 32 .
- the bracket 31 also prevents displacement of the auxiliary gear 14 in a direction away from the crank arm 17 .
- the bracket 31 has a different shape. It is fixed to the crank arm 17 through two bolts 32 .
- FIGS. 11 and 12 show an alternative embodiment of the mechanism 1 . Parts that are similar to those in the embodiments as described hereinbefore are indicated by corresponding reference signs. In this case the crank member gear 12 and the auxiliary gear 14 are replaced by respective wheels 12 a and 14 a for driving a toothed belt 33 .
- This transmission may also be an alternative belt or a combination of sprocket wheels and a chain.
- FIG. 21 shows an alternative crank member 6 which is suitable for a reciprocating piston mechanism having a V arrangement, for example a V-engine.
- the crank member 6 comprises two crank member gears 12 .
- the crank member 6 is provided with two bearing portions 7 , which are angled with respect to each other about the centerline of the crank member 6 . Due to this configuration the corresponding pistons reach their respective top dead centers at different angles of the crankshaft.
- FIG. 25 shows a part of the crankshaft of a multi-cylinder engine which is comparable to the embodiment as shown in FIG. 15 .
- Two other auxiliary gears 136 mesh with respective further crank member gears 137 of the corresponding crank member 106 that is rotatably mounted to the corresponding crank pin 104 .
- the internal diameter of the crank member 106 is enlarged at an end portion thereof. This means that the further crank member gears 137 partly protrude beyond the cylindrical portion of the crankpin 104 in longitudinal direction thereof which contacts the big end of the cooperating connecting rod.
- crank member 106 is provided with central cavities 140 at end portions thereof for receiving transition portions of the crankshaft 2 that are located between the respective crank arms 17 and the cylindrical portion of the crankpin 104 , which transition portions have a larger diameter than the cylindrical portion of the crankpin 104 .
- crank member 4 may be enlarged at an end portion thereof, such that an outer circumferential portion of the crank member gear 12 at least partly protrudes beyond the cylindrical portion of the crankpin 4 in longitudinal direction thereof.
- crank member gear 12 , 137 is also advantageous to maximize the length of the press fit connection between the adjacent crank arm 17 and the crankpin 4 , 104 , which is illustrated in FIG. 26 at the left side of the crankpin 104 .
- the length of the press fit in axial direction of the crankpin is preferably larger than 40% of the diameter of the cooperating crankpin.
- the invention provides a relatively simple reciprocating piston mechanism which provides the possibility of designing a compact embodiment of the mechanism.
- the reciprocating piston mechanism may be extended to larger mechanisms having more pistons than the embodiments as described hereinbefore.
- the crank member may be cylindrical instead of eccentrical, which appears to result in lower friction losses than in a conventional mechanism having no crank member and gear transmission for driving the crank member.
Abstract
A reciprocating piston mechanism comprises a crankcase and a crankshaft. The crankshaft is supported by the crankcase and rotatable with respect thereto about a crankshaft axis. The mechanism further comprises at least a connecting rod including a big end and a small end, a piston which is rotatably connected to the small end, and a crank member which is rotatably mounted on the crankpin. The crank member comprises at least a bearing portion and has an outer circumferential wall which bears the big end of the rod such that the rod is rotatably mounted on the bearing portion of the crank member via the big end. The crank member is provided with a crank member gear. The crank member gear meshes with at least an intermediate gear, which also meshes with an auxiliary gear. The auxiliary gear is fixed to an auxiliary shaft that extends concentrically through the crankshaft.
Description
- This application is a Section 371 National Stage Application of International Application PCT/EP2013/051333 filed Jan. 24, 2013 and published as WO 2013/110700 A1 in English.
- The discussion below is merely provided for general background information and is not intended to be used as an aid in determining the scope of the claimed subject matter.
- This Summary and the Abstract herein are provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary and the Abstract are not intended to identify key features or essential features of the claimed subject matter, nor are they intended to be used as an aid in determining the scope of the claimed subject matter. The claimed subject matter is not limited to implementations that solve any or all disadvantages noted in the Background.
- Aspects of the present invention relate to a reciprocating piston mechanism.
- A reciprocating piston mechanism is described in an earlier application PCT/EP2009/059040 of the applicant.
- The present invention aims to provide a further improved reciprocating piston mechanism.
- A reciprocating piston mechanism includes a crankcase and a crankshaft having at least a crankpin. The crankshaft is supported by the crankcase and rotatable with respect thereto about a crankshaft axis. At least a connecting rod includes a big end and a small end. A piston is rotatably connected to the small end. A crank member is rotatably mounted on the crankpin. At least a bearing portion has an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end. The crank member is provided with a crank member gear, which being an external gear that meshes with at least an intermediate gear, being an external gear. The intermediate gear also meshes with an auxiliary gear, which is an external gear. The auxiliary gear is fixed to an auxiliary shaft that extends concentrically through the crankshaft. The crankshaft and the auxiliary shaft are rotatable with respect to each other.
- The advantage of this mechanism is that the number of gears is minimized. The applicant has discovered that an engine comprising the reciprocating piston mechanism according to this aspect of the invention has lower friction losses than a conventional engine without the crank member and gear transmissions.
- In a practical embodiment the bearing portion is eccentrically disposed with respect to the crankpin. This provides the opportunity to influence the bottom and top dead center of the piston. Particularly, in case the mechanism is applied in an internal combustion engine it is advantageous to be able to adjust the compression ratio in terms of efficiency.
- The gear ratio between the crank member gear and the auxiliary gear may be two. In this case the crank member rotates in the same direction as the crankshaft and at half speed thereof if the auxiliary gear has a fixed angular position with respect to the crankcase. When the bearing portion is eccentrically disposed with respect to the crankpin, this provides the opportunity to change the compression ratio upon adjusting the angular position of the auxiliary gear.
- The mechanism may be provided with a drive mechanism for turning the auxiliary gear with respect to the crankcase about the crankshaft axis.
- The drive mechanism may comprise a stop block, which is configured to fix the auxiliary shaft at different angular positions with respect to the crankcase.
- More specifically, the stop block may comprise a control ring which is fixed to the auxiliary shaft and is provided with a plurality of recesses, and an actuator including a controlled displaceable pin that fits in each of the respective recesses. Preferably, the drive mechanism is provided with a spring that is fixed to the auxiliary shaft and the crankcase. If the mechanism is applied in an internal combustion engine the actual combustion forces caused by the combustion stroke may force the auxiliary shaft to turn in an angular direction against the spring force, when the pin is retracted from the corresponding recess. At a desired angular position of the auxiliary shaft the pin can be moved back to the control ring such that the pin fits in another recess. The control ring may be rotated in an opposite direction by selecting an engine load at which the spring force is higher than the actual rotational force of the auxiliary shaft on the spring.
- It is also possible that the drive mechanism is provided with a spring that is fixed to the auxiliary shaft and the crankcase without a locking member for fixing the angular position of the auxiliary shaft. In such a case the angular position of the auxiliary shaft is automatically balanced on the basis of the actual force of the auxiliary shaft onto the spring and the actual spring force onto the auxiliary shaft.
- The stop block may comprise a control ring which is fixed to the auxiliary shaft in rotational direction thereof, and an electromagnet may be present for fixing the control ring to the crank case, wherein the mechanism is preferably provided with a spring that is fixed to the auxiliary shaft and the crankcase. The advantage of this embodiment is that the auxiliary shaft can be locked with respect to the crank case at various angular positions continuously. In case of applying the mechanism including the spring in an internal combustion engine this may function in the following manner. If a different compression ratio is desired the electromagnet is switched-off such that the auxiliary shaft is rotatable with respect to the crankcase. If the engine is operated at a higher engine load, in which a lower compression ratio is desired, the actual relatively high rotational force of the auxiliary shaft on the spring exceeds its spring force, causing the auxiliary shaft including the control ring to turn in the direction of the resultant force. When switching-on the electromagnet the control ring including the auxiliary shaft is locked to the crankcase. If the engine is operated at a lower engine load, in which a higher compression ratio is desired, the electromagnet is switched-off and the control ring will be turned in the opposite direction since the actual rotational force of the auxiliary shaft on the spring at the corresponding relatively low engine load is smaller than the spring force. The control ring can then be locked in its new position by means of switching-on the electromagnet.
- Alternatively, the drive mechanism may comprise a drivable worm meshing with a worm gear which is fixed to the auxiliary shaft. This provides the opportunity to vary the angular position of the auxiliary gear in a continuous manner. Furthermore, this embodiment of the mechanism may be provided with a pressure sensor at the worm which is an indication of the combustion pressure. It is noted that, the worm in combination with a pressure sensor is not necessarily related to a mechanism as described hereinbefore; it may also be applied in other reciprocating piston mechanisms in which, for example, the angular position of a central gear is driven by a worm to configure the compression ratio, for example in the mechanism as described in PCT/EP2009/059040.
- Another aspect of the present invention is a reciprocating piston mechanism includes a crankcase and a crankshaft having at least a crankpin. The crankshaft is supported by the crankcase and rotatable with respect thereto about a crankshaft axis. At least a connecting rod includes a big end and a small end. A piston is rotatably connected to the small end. A crank member is rotatably mounted on the crankpin. At least a bearing portion has an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end. Thee crank member is driveably coupled to an auxiliary wheel which is fixed to an auxiliary shaft that extends concentrically through the crankshaft. The crankshaft and the auxiliary shaft are rotatable with respect to each other. The auxiliary wheel is disposed at the same side of an adjacent crank arm as the crank member. The mechanism is configured such that under operating conditions the crank member rotates in the same direction as the crankshaft and at half speed thereof, whereas the auxiliary shaft has a substantially fixed angular position with respect to the crankcase.
- The mechanism provides the opportunity to vary the top dead center of the piston by means of adjusting the angular position of the auxiliary shaft with respect to the crankcase. In practice the crank member and the auxiliary wheel are driveably coupled to each other by a transmission, formed by gears, chains, belts or the like. It is noted that the speed of rotation of the crank member and the crankshaft is defined in respect to the crankcase.
- In a preferred embodiment the crank member gear meshes with at least a further intermediate gear which also meshes with the auxiliary gear, since this distributes forces within the mechanism.
- The internal diameter of the crank member can be enlarged at an end portion thereof. This means that the internal diameter at the end portion is larger than at its central cylindrical portion where it contacts a cylindrical portion of the crankpin during rotation of the crankshaft. This provides the opportunity to enlarge the diameter of the crankshaft adjacent to a cylindrical portion of the crankpin. In such a case the crank member gear may partly protrude beyond the cylindrical portion of the crankpin in longitudinal direction thereof. This is advantageous in terms of rigidity of the crankshaft and building in a compact manner as seen along the crankshaft axis.
- The protruding end portion of the crank member is also advantageous if the crankpin is mounted to an adjacent crank arm by means of a press fit, because it provides the opportunity to create a relatively long press fit connection between the crankpin and the crank arm as seen in axial direction of the crankpin. The length of the press fit in axial direction of the crankpin may be larger than 30% of the diameter of the crankpin, and is preferably larger than 40% thereof.
- The crank member may comprise a second crank member gear for driving at least a further crank member including a further crank member gear, which further crank member is rotatable mounted to a further crankpin, wherein the crank member gear and the second crank member gear are located at opposite end portions of the crank member, wherein the second crank member gear meshes with a further auxiliary gear which is fixed to a shaft that extends through an adjacent crank arm and on which shaft another auxiliary gear is fixed which meshes with the further crank member gear, wherein the diameter of the crankpin at the crank member gear is smaller than the diameter of the further crankpin at the further crank member gear. This provides the opportunity to apply a crank member gear that has a relatively small diameter. In a practical embodiment, the diameter of the crankpin is smaller than the diameter of the further crankpin. As a consequence, the big end of the cooperating connecting rod may also be smaller than that of the connecting rod which cooperates with the further crankpin.
- Alternatively or additionally, the diameter of the crank member gear may be smaller than the diameter of the second crank member gear and/or the width of the crank member gear may be smaller than the width of the second crank member gear.
- Aspects of the invention will hereafter be elucidated with reference to the schematic drawings showing embodiments of the invention by way of example.
-
FIG. 1 is a perspective view of an embodiment of a reciprocating piston mechanism. -
FIGS. 2 and 3 are perspective views of a part of the embodiment ofFIG. 1 on a larger scale and seen from different sides. -
FIGS. 4 and 5 are similar toFIGS. 2 and 3 , but illustrating the part including the crankshaft. -
FIG. 6 is a perspective view of a part of an alternative embodiment of the part as shown inFIGS. 2 and 3 . -
FIG. 7 is a perspective view of a part of an internal combustion engine which is provided with an embodiment of the mechanism according to the invention. -
FIG. 8 is a comparable view asFIG. 7 , but showing an alternative embodiment as seen from a different side. -
FIG. 9 is a side view of the embodiment as shown inFIGS. 4 and 5 . -
FIG. 10 is a side view of the embodiment as shown inFIG. 7 . -
FIG. 11 is a similar view asFIG. 1 , but showing an alternative embodiment. -
FIG. 12 is a perspective view of a part of the embodiment ofFIG. 11 on a larger scale. -
FIG. 13 is a perspective view of a multi-cylinder internal combustion engine which is provided with an embodiment of a reciprocating piston mechanism according to the invention. -
FIG. 14 is a similar view asFIG. 13 , but without showing the crankshaft. -
FIG. 15 is a side view of the embodiment as shown inFIG. 14 . -
FIG. 16 is a perspective view of a part of the embodiment as shown inFIG. 13 . -
FIGS. 17-20 are similar views asFIG. 4 in which a bracket is eliminated to illustrate positions of different parts under operating conditions. -
FIG. 21 is a perspective view of an alternative embodiment of a crank member, which is suitable for a reciprocating piston mechanism in V arrangement. -
FIG. 22 is a perspective view of an alternative embodiment of an actuator. -
FIG. 23 is a perspective view of a three-cylinder internal combustion engine which is provided with an alternative embodiment of a reciprocating piston mechanism according to the invention. -
FIG. 24 is an enlarged view of a part of the embodiment as shown inFIG. 23 . -
FIG. 25 is a side view and a partial sectional view of a part of an alternative embodiment as shown inFIG. 15 on a larger scale. -
FIG. 26 is a similar view asFIG. 25 , but illustrating the press fit connection between the crankpin and the cooperating crank arm. -
FIG. 1 shows a part of an embodiment of a reciprocating piston mechanism 1, which is suitable for an internal combustion engine. The reciprocating piston mechanism 1 comprises acrankcase 15, which supports acrankshaft 2 bycrankshaft bearings 3, seeFIGS. 4 and 5 . Thecrankshaft 2 includes acrankpin 4 and is rotatable with respect to thecrankcase 15 about acrankshaft axis 5. - The reciprocating piston mechanism 1 comprises a
crank member 6 which is rotatably mounted on thecrankpin 4. Thecrank member 6 is provided with a bearingportion 7 which is disposed eccentrically with respect to thecrankpin 4, seeFIG. 2 . The bearingportion 7 has an outer circumferential wall which bears abig end 8 of a connectingrod 9. Thus, the connectingrod 9 is rotatably mounted on thecrank member 6 via itsbig end 8. The connectingrod 9 also includes asmall end 10 to which apiston 11 is rotatably connected. -
FIGS. 2 and 3 show a part of the embodiment ofFIG. 1 as seen from different sides. Thecrankshaft 2 and connectingrod 9 are not shown for clarity reasons.FIGS. 4 and 5 show the same part, but including thecrankshaft 2. - The
crank member 6 is provided with acrank member gear 12 which meshes with twointermediate gears 13. Thecrank member 6 and thecrank member gear 12 may be made of one piece, but thecrank member gear 12 may be pressed onto a cylindrical base part of thecrank member 6, as well. The intermediate gears 13 are rotatably mounted to thecrankshaft 2 and their axes of rotation extend parallel to thecrankshaft axis 5. Each of theintermediate gears 13 also meshes with anauxiliary gear 14. Theauxiliary gear 14 is fixed to anauxiliary shaft 16. Theauxiliary shaft 16 extends concentrically through thecrankshaft 2 and is rotatable with respect to thecrankshaft 2 about thecrankshaft axis 5. Thus, theauxiliary shaft 16 is rotatable about an auxiliary shaft axis which substantially coincides with thecrankshaft axis 5. As a consequence, the center line of theauxiliary gear 14 coincides with thecrankshaft axis 5. -
FIGS. 1 , 4 and 5 show that theauxiliary gear 14, theintermediate gears 13 and thecrank member gear 12 are mounted at the same side of acrank arm 17 of thecrankshaft 2. This can also be seen in the side view ofFIG. 9 . Thecrank arm 17 and theadjacent crankshaft bearing 3 are integrated such that theauxiliary shaft 16 extends through both. Thus, theauxiliary shaft 16 extends within an outer circumference of thecrankshaft bearing 3. It can be seen inFIG. 1 that theintermediate gears 13 are disposed at a side of thecrankshaft 2 where a counterweight is located which creates a compact structure. - In the embodiment as shown in
FIGS. 1-5 thecrank member gear 12, theintermediate gears 13 and the auxiliary gears 14 may be external gears. Due to this configuration the reciprocating piston mechanism 1 can be built in a compact way and is simpler than those known in the art. - The gear dimensions can be selected such that under operating conditions the
crank member 6 rotates in the same direction as thecrankshaft 2 and at half speed thereof. The direction of rotation is defined with respect to the crankcase. The directions and speeds of rotation are achieved when the gear ratio between thecrank member gear 12 and theauxiliary gear 14 is two and theauxiliary shaft 16 is held at a constant angular position with respect to thecrankcase 15. In order to achieve the desired gear ratio it is relevant that theintermediate gears 13 and theauxiliary gear 14 are located at the same side of thecrank arm 17 since in practice the diameter of theauxiliary gear 14 is relatively small, which would lead to a small diameter of thecrankshaft 2 at the location of theauxiliary gear 14 if this was mounted rotatably on thecrankshaft 2 at the opposite side of thecrank arm 17. - It is noted that a function of the
intermediate gears 13 is to turn theauxiliary gear 14 in the correct direction of rotation in case of applying a gear transmission between thecrank member 6 and theauxiliary shaft 16. The number of teeth of theintermediate gears 13 is not relevant for the transmission ratio between thecrank member gear 12 and theauxiliary gear 14. - In order to illustrate the functioning of the mechanism under operating conditions
FIGS. 17-20 show four different positions of thecrankshaft 2 with respect to thecrankcase 15. For illustrative reasons thecrank member 6 and theauxiliary gear 14 are provided with marks A, B, seeFIG. 17 . The direction of rotation of thecrankshaft 2 and thecrank member 6 with respect to thecrankcase 15 are shown by respective arrows.FIG. 17 shows the position of top dead center. In the position as shown inFIG. 18 thecrankshaft 2 has rotated anti clockwise by 180° with respect to the crankcase. It can be seen that theauxiliary gear 14 has maintained its angular position whereas thecrank member gear 12 has also rotated anti clockwise with respect to thecrankcase 15, but by an angle of 90°.FIGS. 19 and 20 show further steps of rotation of thecrankshaft 2 by steps of 180°.FIGS. 17-20 show that two full rotations of thecrankshaft 2 corresponds to one full rotation of thecrank member 6, as defined with respect to thecrankcase 2. - The reciprocating piston mechanism 1 as shown in
FIGS. 1-5 provides the opportunity to adjust the top dead center of thepiston 11, hence its compression ratio, by changing the angular position of theauxiliary shaft 16 with respect to thecrankcase 15. InFIGS. 1-5 and more specifically inFIG. 3 it can be seen that the mechanism 1 is provided with atorsion spring 18 which is fixed to theauxiliary shaft 16, on the one hand, and to thecrankcase 15, on the other hand. Acontrol ring 19 is attached to theauxiliary shaft 16, for example by means of pressing, and provided withrecesses 20 which are located at mutual angular distances about thecrankshaft axis 5. The mechanism 1 also comprises anactuator 21 which controls a pin (not shown) that fits in each of therecesses 20. Under stable running conditions the pin holds thecontrol ring 19 at a fixed position with respect to thecrankcase 15 and the mechanism 1 runs at a fixed compression ratio. - It is conceivable to eliminate the
actuator 21 including the pin, which means that theauxiliary shaft 16 is not lockable to thecrankcase 15. In that case, under operating conditions theauxiliary shaft 16 may vibrate in rotational direction due to the presence of thetorsion spring 18, which vibration is initiated by varying combustion forces in case of an internal combustion. The average angular position of theauxiliary shaft 16 is then determined by a natural balance between the actual load of theauxiliary shaft 16 on thetorsion spring 18 and the actual spring force of thetorsion spring 18 on theauxiliary shaft 16. At a higher load due to increased combustion forces, the action and reaction force between theauxiliary shaft 16 and thetorsion spring 18, i.e. the natural balance, lies at a higher level. This means that thetorsion spring 18 will be compressed and theauxiliary shaft 16 is turned by a certain angle with respect to thecrankcase 15. At a lower load the opposite effect is achieved. As a consequence, an automatic adjustment of the angular position of theauxiliary shaft 16 is attained. - In case of applying the mechanism 1 in an internal combustion engine the embodiment as shown in
FIG. 3 works as follows. If a different compression ratio is desired the pin is retracted out of thecorresponding recess 20 by theactuator 21 at a predetermined engine load. For example, if a lower compression ratio is desired, i.e. switching to a higher engine load, the actual relatively high rotational force of theauxiliary shaft 16 on thetorsion spring 18 exceeds the spring force of thetorsion spring 18, causing theauxiliary shaft 16 including thecontrol ring 19 to turn in the direction of the resultant force. If the pin is displaced back towards thecontrol ring 19 the pin fits into anotherrecess 20. If thecontrol ring 19 should be turned in the opposite direction in order to obtain a higher compression ratio, i.e. switching to a lower engine load, the actual rotational force of theauxiliary shaft 16 on thespring 18 at the corresponding relatively low engine load is smaller than the spring force of thetorsion spring 18, hence turning thecontrol ring 19 to the opposite direction. Thecontrol ring 19 can then be fixed with respect to thecrankcase 15 by means of inserting the pin into the correspondingrecess 20. - It is noted that the
actuator 21 may be controlled electrically, hydraulically or the like. Furthermore, the circumferential surface of thecontrol ring 19 may be part of a bearing in order to support thecontrol ring 19 by thecrankcase 15. Thecrankcase 15 may bear thecontrol ring 19 by means of aball bearing 19 a, seeFIG. 10 , but alternative bearings are conceivable. - The angular position of the
auxiliary shaft 16 is monitored by asensor 22, which may be a simple potentiometer. The sensor is mounted to thecrankcase 15. The signal from thesensor 22 is an indication of the actual compression ratio. -
FIG. 22 shows an alternative embodiment of anactuator 38 for locking thecontrol ring 19 at a fixed position with respect to thecrankcase 15 such that the mechanism 1 runs at a fixed compression ratio. In this embodiment thecontrol ring 19 is fixed to theauxiliary shaft 16 in rotational direction thereof. Thetorsion spring 18 is fixed to theauxiliary shaft 16 at location P as indicated inFIG. 22 and to thecrankcase 15 close to thesensor 22. Theactuator 38 comprises anelectromagnet 39 which is attached to thecrankcase 15 and covered by amagnet cover 40. Upon turning-on the electrical current through theelectromagnet 39 thecontrol ring 19 is pulled against themagnet cover 40 such that thecontrol ring 19 including theauxiliary shaft 16 is hold at a fixed position with respect to thecrankcase 15. The cooperating contact surfaces of themagnet cover 40 and thecontrol ring 19 may be provided with friction matter. The axial distance between the cooperating contact surfaces in case the electromagnet is not activated is very small, for example smaller than 0.2 mm such that the axial displacement of thecontrol ring 19 with respect to theauxiliary shaft 16, or of thecontrol ring 19 including theauxiliary shaft 16 with respect to thecrankcase 15 is very small. It is noted that switching between high and low-load and high and low compression ratios by means of thetorsion spring 18 can be performed in a similar way as explained hereinbefore in relation to the embodiment according toFIGS. 1-5 . - In the embodiment as shown in
FIGS. 1-5 thecrank member gear 12 and theauxiliary gear 14 are located next to each other within the same plane. Most piston mechanisms have piston strokes, which may not allow the configuration as shown inFIGS. 1-5 . In such a case theintermediate gears 13 may be lengthened such that they extend beyond thecrank member gear 12 in at least one direction thereof, whereas theauxiliary gear 14 meshes with theintermediate gears 13 at the extended portions thereof such that theauxiliary gear 14 partly overlaps thecrank member gear 12. This is shown inFIG. 6 where theauxiliary gear 14 is located in front of thecrank member gear 12. In this embodiment the sum of the outer diameters of thecrank member gear 12 and theauxiliary gear 14 is larger than a piston stroke, whereas the gears 12-14 are located at the same side of thecrank arm 17. - Furthermore,
FIG. 6 shows that thecrank member 6 comprises a secondcrank member gear 12′ for driving further crank members in case of a multi-cylinder reciprocating piston mechanism. Thecrank member gear 12 and the second crankmember gear 12′ are located at opposite end portions of thecrank member 6. Thebig end 8 of the connectingrod 9 is disposed between thecrank member gear 12 and the second crankmember gear 12′.FIGS. 13-16 show an embodiment of a multi-cylinder internal combustion engines in which the second crankmember gear 12′ drives crank member gears that are provided at other crank pins. The secondcrank member gear 12′ meshes with a furtherauxiliary gear 34 which is fixed to ashaft 35 that extends through anadjacent crank arm 17′ and/or crank arms and/or main bearings, and on whichshaft 35 anotherauxiliary gear 36 is fixed which drives a further crankmember gear 37 of an adjacent crank pin. FIGS. 6 and 13-16 show that the width of thecrank member gear 12 is smaller than that of the second crankmember gear 12′. This is possible since thecrank member gear 12 meshes with twointermediate gears 13, whereas the second crankmember gear 12′ meshes with only one furtherauxiliary gear 34. - The diameter of the
crank member gear 12 that meshes with theintermediate gears 13 may be different from the diameter of the second crankmember gear 12′ and the further crank member gears 37. This may be desired for packaging reasons at thecrank arm 17. In such a case a relatively small crankmember gear 12 may be pressed onto the cylindrical base part of thecrank member 6. In respect of the second crankmember gear 12′ and the further crank member gears 37 and the otherauxiliary gears 36 it is relevant that identical transmission ratios are applied. -
FIGS. 7 and 8 show a drive means of theauxiliary gear 14 for adjusting the compression ratio of the mechanism 1 in a continuous manner instead of by mechanism of discrete steps as described in relation to the embodiment that is shown inFIGS. 3 and 5 . The alternative drive means comprises anactuator 23 in the form of an electric motor, which is able to drive theauxiliary gear 14 via aworm 24 andworm gear 25 which is fixed to theauxiliary shaft 16, but other alternative drive mechanism are conceivable. Upon rotation of theworm 24 the top and bottom dead center of thepiston 11 can be influenced. In the embodiment as shown inFIGS. 7 and 8 thetorsion spring 18 could be omitted. However, thetorsion spring 18 may be appropriate in order to balance the actual force of theworm gear 25 onto theworm 24, hence requiring relatively limited power to drive theworm 24. The actual force of theworm gear 25 onto theworm 24 may be caused by combustion forces in case of an internal combustion engine. - An advantage of applying a drive mechanism including the
worm 24 is that it provides the opportunity to determine the actual rotational force of theauxiliary shaft 16 on theworm 24. In case of an internal combustion engine this force is directly related to combustion pressure on thepiston 11. The force may be measured by a force or pressure sensor at theworm 24, for example a piezo electric element or the like. The sensor may be incorporated in the bearings of theworm 24. The signal may be used for misfire detection, for example. - It is noted that the
auxiliary shaft 16 provides the opportunity to measure combustion forces in alternative manners, for example by means of measuring torque of theauxiliary shaft 16. -
FIGS. 7 and 8 also show transfer members for driving auxiliary parts in case of an internal combustion engine. Both embodiments inFIGS. 7 and 8 have a power take-off gear 26 which is attached to thecrankshaft 2. The power take-off gear 26 meshes with afirst drive gear 27, for example for driving an oil pump, and asecond drive gear 28, for example for driving a camshaft. The embodiment ofFIG. 7 shows that thesecond drive gear 28 is mounted on a common axis with asprocket wheel 29 for driving a chain. The embodiment ofFIG. 8 shows that thesecond drive gear 28 is mounted on a common axis with apulley 30 for driving a belt. In an alternative embodiment thepulley 30 orsprocket wheel 29 may be replaced by a wheel for driving a toothed belt. Since thepulley 30 and thesprocket 29 are located on a shaft that extends parallel to thecrankshaft 2 the mechanism 1 can be built compact in the longitudinal direction of thecrankshaft 2, despite the presence of parts of the drive means for turning theauxiliary gear 14 at the end of thecrankshaft 2. - Such a structure is also shown in the embodiment of the mechanism 1 of a three-cylinder internal combustion engine as depicted in
FIG. 23 . In this case the power take-off gear 26 meshes with thefirst drive gear 27 that is now mounted to abalance shaft 41, together with thepulley 30. It is noted that this structure is applicable to engines that have a different number of cylinders. - In the embodiment as shown in
FIG. 23 the diameter of thecrank member gear 12 is smaller than that of the second crankmember gear 12′ and the further crank member gears 37. This provides the opportunity to arrange the gears 12-14 within a common plane, which is shown inFIG. 24 . The width of thecrank member gear 12, however, is greater than that of the second crankmember gear 12′ and the further crank member gears 37. Furthermore, the diameter of a portion of thecrankpin 4 at thecrank member gear 12 is smaller than at a portion of thecrankpin 4 at the second crankmember gear 12′ and the diameter of thecrankpin 4 at the further crank member gears 37. It is also conceivable that the diameter of thecrankpin 4 at both thecrank member gear 12 and the second crankmember gear 12′ is the same but smaller than that of thecrankpin 4 at the further crank member gears 37. If the diameter of the bearingportion 7 of thecrank member 6 is also relatively small the big end of its cooperating connecting rod may also be smaller than that of the other connecting rods. - Due to the relatively small diameter of the
crankpin 4 at thecrank member gear 12, the connection between thecrankpin 4 and thecrank arm 17 can be relatively less strong, which might cause a problem since the connection is intended to be a press fit. However, in practice this is not a problem for the following reasons. - The
crankshaft 2 as shown inFIG. 23 is made by three press fits; two of them can be seen inFIG. 23 and are indicated by X and Y, respectively, where the respective crankpins 4 are pressed into respective holes of the corresponding crankarms 17. The portion of thecrankshaft 2 between the press fits X and Y can be made of one piece.FIG. 23 shows that the diameter of thecrankpin 4 at the press fit X has a smaller diameter than thecrankpin 4 at the press fit Y. In practice, the force that is guided through thecrankshaft 2 at the press fit X is smaller than at the press fit Y since a load take-off, or flywheel, of the internal combustion engine is located at the end of thecrankshaft 2 opposite to thepulley 30. The press fit X guides the force to thebalance shaft 41 and to thepulley 30, optionally including auxiliary devices. Therefore, it is allowable that thecrankpin 4 at thecrank member 6 has a smaller diameter than theother crankpins 4. -
FIG. 9 shows a side view of the embodiment as shown inFIGS. 4 and 5 . It can be seen that the gears 12-14 are partly located in a recess of thecrank arm 17. This provides the opportunity to minimize the length of the mechanism 1 as seen along thecrankshaft 2. -
FIG. 10 shows a side view of the embodiment as shown inFIG. 7 . It can be seen that in this embodiment the gears 12-14 are not located within a common plane as explained in relation to the embodiments ofFIGS. 6 and 24 . Theauxiliary gear 14 partly overlaps thecrank member gear 12 as seen in a direction along their center lines. - Referring to the embodiment as shown in
FIG. 4 it can be seen that theintermediate gears 13 are rotatably mounted to thecrank arm 17 of thecrankshaft 2. In this case theintermediate gears 13 are rotatable to respectiveintermediate shafts 13 a via plain bearings, needle bearings or the like (not shown), whichintermediate shafts 13 a are pressed in abracket 31. Theintermediate shafts 13 a fit in respective holes in thecrank arm 17 and are fixed to thecrankshaft 2. Upon assembly of the mechanism 1 theintermediate shafts 13 a are pressed into thecrankshaft 2, then theintermediate gears 13 are mounted onto theintermediate shafts 13 a, after which thebracket 31 is pressed onto theintermediate shafts 13 a and fixed to thecrank arm 17 through abolt 32. Thebracket 31 also prevents displacement of theauxiliary gear 14 in a direction away from thecrank arm 17. In the embodiment as shown inFIG. 24 it can be seen that thebracket 31 has a different shape. It is fixed to thecrank arm 17 through twobolts 32. -
FIGS. 11 and 12 show an alternative embodiment of the mechanism 1. Parts that are similar to those in the embodiments as described hereinbefore are indicated by corresponding reference signs. In this case thecrank member gear 12 and theauxiliary gear 14 are replaced byrespective wheels toothed belt 33. This transmission may also be an alternative belt or a combination of sprocket wheels and a chain. -
FIG. 21 shows an alternative crankmember 6 which is suitable for a reciprocating piston mechanism having a V arrangement, for example a V-engine. Thecrank member 6 comprises two crank member gears 12. Furthermore, thecrank member 6 is provided with two bearingportions 7, which are angled with respect to each other about the centerline of thecrank member 6. Due to this configuration the corresponding pistons reach their respective top dead centers at different angles of the crankshaft. -
FIG. 25 shows a part of the crankshaft of a multi-cylinder engine which is comparable to the embodiment as shown inFIG. 15 . Two otherauxiliary gears 136 mesh with respective further crank member gears 137 of the corresponding crankmember 106 that is rotatably mounted to the corresponding crankpin 104. In order to keep thecrankshaft 2 as strong as possible and to build in a compact way, the internal diameter of thecrank member 106 is enlarged at an end portion thereof. This means that the further crank member gears 137 partly protrude beyond the cylindrical portion of thecrankpin 104 in longitudinal direction thereof which contacts the big end of the cooperating connecting rod. In fact, thecrank member 106 is provided withcentral cavities 140 at end portions thereof for receiving transition portions of thecrankshaft 2 that are located between the respective crankarms 17 and the cylindrical portion of thecrankpin 104, which transition portions have a larger diameter than the cylindrical portion of thecrankpin 104. - It is noted that in the embodiments as described hereinbefore the internal diameter of the
crank member 4 may be enlarged at an end portion thereof, such that an outer circumferential portion of thecrank member gear 12 at least partly protrudes beyond the cylindrical portion of thecrankpin 4 in longitudinal direction thereof. - An axially protruding crank
member gear adjacent crank arm 17 and thecrankpin FIG. 26 at the left side of thecrankpin 104. In general, the length of the press fit in axial direction of the crankpin is preferably larger than 40% of the diameter of the cooperating crankpin. - It is noted that different features of the embodiments as described hereinbefore may be combined.
- From the foregoing, it will be clear that the invention provides a relatively simple reciprocating piston mechanism which provides the possibility of designing a compact embodiment of the mechanism.
- The invention is not limited to the embodiments shown in the drawings and described hereinbefore, which may be varied in different manners within the scope of the claims and their technical equivalents. For example, the reciprocating piston mechanism may be extended to larger mechanisms having more pistons than the embodiments as described hereinbefore. In an alternative embodiment the crank member may be cylindrical instead of eccentrical, which appears to result in lower friction losses than in a conventional mechanism having no crank member and gear transmission for driving the crank member.
Claims (22)
1. A reciprocating piston mechanism comprising
a crankcase;
a crankshaft having at least a crankpin, said crankshaft being supported by the crankcase and rotatable with respect thereto about a crankshaft axis;
at least a connecting rod including a big end and a small end;
a piston being rotatably connected to the small end;
a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion having an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end;
wherein the crank member is provided with a crank member gear, being an external gear, which meshes with at least an intermediate gear, being an external gear, which intermediate gear also meshes with an auxiliary gear being an external gear, wherein the auxiliary gear is fixed to an auxiliary shaft which extends concentrically through the crankshaft, wherein the crankshaft and the auxiliary shaft are rotatable with respect to each other.
2. The reciprocating piston mechanism according to claim 1 , wherein the gear ratio between the crank member gear and the auxiliary gear is two.
3. The reciprocating piston mechanism according to claim 1 , wherein the bearing portion is eccentrically disposed with respect to the crankpin.
4. The reciprocating piston mechanism according to claim 1 , wherein the crank member gear meshes with at least a further intermediate gear which also meshes with the auxiliary gear.
5. The reciprocating piston mechanism according to claim 1 , wherein the mechanism is provided with a drive mechanism configured to turn the auxiliary gear with respect to the crankcase about the crankshaft axis.
6. The reciprocating piston mechanism according to claim 5 , wherein the drive mechanism comprises a stop block, which is configured to fix the auxiliary shaft at different angular positions with respect to the crankcase.
7. The reciprocating piston mechanism according to claim 6 , wherein the stop block comprises a control ring which is fixed to the auxiliary shaft and provided with a plurality of recesses, and an actuator including a controlled displaceable pin that fits in each of the respective recesses.
8. The reciprocating piston mechanism according to claim 6 , wherein the stop block comprises a control ring which is fixed to the auxiliary shaft in rotational direction thereof, and wherein an electromagnet is present for fixing the control ring to the crank case.
9. The reciprocating piston mechanism according to claim 5 , wherein the drive mechanism comprises a drivable worm configured to mesh with a worm gear which is fixed to the auxiliary shaft.
10. The reciprocating piston mechanism according to claim 1 , wherein the intermediate gear extends beyond the crank member gear in at least one longitudinal direction thereof, wherein the auxiliary gear meshes with the intermediate gear such that the auxiliary gear partly overlaps the crank member gear.
11. A reciprocating piston mechanism comprising
a crankcase;
a crankshaft having at least a crankpin, said crankshaft being supported by the crankcase and rotatable with respect thereto about a crankshaft axis;
at least a connecting rod including a big end and a small end;
a piston being rotatably connected to the small end;
a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion having an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end;
wherein the crank member is driveably coupled to an auxiliary wheel which is fixed to an auxiliary shaft that extends concentrically through the crankshaft, wherein the crankshaft and the auxiliary shaft are rotatable with respect to each other, wherein the auxiliary wheel is disposed at the same side of an adjacent crank arm as the crank member, wherein the mechanism is configured such that under operating conditions the crank member rotates in the same direction as the crankshaft and at half speed thereof, whereas the auxiliary shaft has a substantially fixed angular position with respect to the crankcase.
12. The reciprocating piston mechanism according to claim 11 , wherein the crank member comprises a crank member wheel which is driveably coupled to the auxiliary wheel by a toothed belt.
13. The reciprocating piston mechanism according to claim 11 , wherein the crank member comprises a crank member sprocket and the auxiliary wheel is formed by an auxiliary sprocket, wherein the crank member sprocket is drivable by a chain.
14. The reciprocating piston mechanism according to claim 11 , wherein the crank member is provided with a crank member gear, and the auxiliary wheel is formed by an auxiliary gear being an external gear, wherein the crank member gear and the auxiliary gear are driveably coupled to each other by at least an intermediate gear, being an external gear, which meshes with the auxiliary gear and the crank member gear.
15. The reciprocating piston mechanism according to claim 5 , wherein the drive mechanism is provided with a spring that is fixed to the auxiliary shaft and the crankcase.
16. The reciprocating piston mechanism according to claim 1 , wherein the internal diameter of the crank member is enlarged at an end portion thereof.
17. The reciprocating piston mechanism according to claim 1 , wherein the crank member comprises a second crank member gear configured to drive at least a further crank member including a further crank member gear, which further crank member is rotatable mounted to a further crankpin, wherein the crank member gear and the second crank member gear are located at opposite end portions of the crank member, wherein the second crank member gear meshes with a further auxiliary gear which is fixed to a shaft that extends through an adjacent crank arm and on which shaft another auxiliary gear is fixed which meshes with the further crank member gear, wherein the diameter of the crankpin at the crank member gear is smaller than the diameter of the further crankpin at the further crank member gear.
18. The reciprocating piston mechanism according to claim 1 , wherein the crank member comprises a second crank member gear for configured to drive at least a further crank member including a further crank member gear, which further crank member is rotatable mounted to a further crankpin, wherein the crank member gear and the second crank member gear are located at opposite end portions of the crank member, wherein the second crank member gear meshes with a further auxiliary gear which is fixed to a shaft that extends through an adjacent crank arm and on which shaft another auxiliary gear is fixed which meshes with the further crank member gear, wherein the diameter of the crank member gear is smaller than the diameter of the second crank member gear and/or wherein the width of the crank member gear is smaller than the width of the second crank member gear.
19. The reciprocating piston mechanism according to claim 1 , wherein the crankpin is mounted to an adjacent crank arm by means of a press fit, wherein the length of the press fit in axial direction of the crankpin is larger than 30% of the diameter of the crankpin.
20. The reciprocating piston mechanism according to claim 19 the length of the press fit in axial direction of the crankpin is larger than 40% of the diameter of the crankpin.
21. The reciprocating piston mechanism according to claim 7 and further comprising a spring that is fixed to the auxiliary shaft and the crankcase.
22. The reciprocating piston mechanism according to claim 7 and further comprising a spring that is fixed to the auxiliary shaft and the crankcase.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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EP12152309.6 | 2012-01-24 | ||
EP12152309 | 2012-01-24 | ||
EP12152309.6A EP2620614B1 (en) | 2012-01-24 | 2012-01-24 | A reciprocating piston mechanism |
PCT/EP2013/051333 WO2013110700A1 (en) | 2012-01-24 | 2013-01-24 | A reciprocating piston mechanism |
Publications (2)
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US20140360292A1 true US20140360292A1 (en) | 2014-12-11 |
US10234006B2 US10234006B2 (en) | 2019-03-19 |
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Application Number | Title | Priority Date | Filing Date |
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US14/373,470 Active 2033-10-17 US10234006B2 (en) | 2012-01-24 | 2013-01-24 | Reciprocating piston mechanism |
Country Status (9)
Country | Link |
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US (1) | US10234006B2 (en) |
EP (2) | EP2620614B1 (en) |
JP (1) | JP6305347B2 (en) |
KR (1) | KR102074649B1 (en) |
CN (1) | CN104204455B (en) |
BR (1) | BR112014017873B1 (en) |
CA (1) | CA2861277C (en) |
RU (1) | RU2623136C2 (en) |
WO (1) | WO2013110700A1 (en) |
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US10557409B2 (en) | 2015-10-22 | 2020-02-11 | Gomecsys B.V. | Heat engine comprising a system for varying the compression ratio |
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RU2623136C2 (en) | 2017-06-22 |
JP2015508470A (en) | 2015-03-19 |
KR102074649B1 (en) | 2020-03-02 |
BR112014017873B1 (en) | 2022-10-18 |
EP2828501A1 (en) | 2015-01-28 |
RU2014129394A (en) | 2016-03-20 |
EP2620614A1 (en) | 2013-07-31 |
CN104204455B (en) | 2018-03-27 |
CA2861277A1 (en) | 2013-08-01 |
US10234006B2 (en) | 2019-03-19 |
EP2620614B1 (en) | 2016-11-09 |
CN104204455A (en) | 2014-12-10 |
BR112014017873A8 (en) | 2017-07-11 |
CA2861277C (en) | 2020-06-16 |
JP6305347B2 (en) | 2018-04-04 |
BR112014017873A2 (en) | 2017-06-20 |
WO2013110700A1 (en) | 2013-08-01 |
KR20140113737A (en) | 2014-09-24 |
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